502 - Emergencies and Unusual Situations Flashcards
Fuel Dumping
On learning that a pilot plans to dump fuel, obtain or determine the information in the table below and pass it to the appropriate ATS units.
- Track to be flown:
Encourage a pilot intending to dump fuel to do so as follows:
On a constant heading
Over an unpopulated area
Clear of heavy traffic areas
You may request that a pilot fly a different track. - Altitude of the fuel dumping procedure:
Restrict the aircraft dumping fuel to an altitude of 2000 feet or more above the highest obstacle within a horizontal distance of five miles of the track to be flown. If necessary, consult with the pilot to determine an appropriate altitude.
ICAO suggests that fuel dumping should be completed above 6000 feet, preferably over water and away from areas where thunderstorms have been reported or are expected.
* Period involved
* Weather conditions in which the operation will be conducted
The ACC separates controlled aircraft from the fuel dump area and arranges for a warning to uncontrolled aircraft to be broadcast by other appropriate ATS units.
* Communication limitations during the fuel dumping procedure
Communication with an aircraft dumping fuel should be kept to a minimum. While all aircraft can maintain a listening watch during a fuel dump, HF-only equipped aircraft are not permitted to transmit, and many VHF/UHF aircraft may be restricted to limited transmissions.
* Transponder restrictions, if any
Some aircraft must turn off the transponder during the fuel dumping procedure
Fuel Dumping > Separating Aircraft
Separate an IFR or a CVFR aircraft from an aircraft dumping fuel by the following methods:
* 10 miles laterally and longitudinally ahead of the track of the aircraft dumping fuel
* 50 miles or 15 minutes longitudinally behind the aircraft dumping fuel
* 3000 feet below and 1000 feet above the altitude of the aircraft dumping fuel
Fuel Dumping > Warnings and Notices
Arrange for a warning to be broadcast on appropriate frequencies for uncontrolled traffic at a reasonable time before fuel dumping begins.
“THIS IS ( unit id ), WARNING TO AIRCRAFT NOT ON A-T-C CLEARANCE: ( aircraft type ) DUMPING FUEL AT ( altitude ), BEGINNING AT ( position ), CONTINUING FOR ( ( number) MILES / MINUTES ON ( track ) ). AVOID FLIGHT BETWEEN ( altitude 3000 below to 1000 feet above fuel dumping altitude ) WITHIN ONE-ZERO NAUTICAL MILES OF FUEL DUMPING TRACK.”
Arrange for a notice of completion to be broadcast at the end of the warning period.
“NOTICE TO ALL CONCERNED: ( aircraft type ) FUEL DUMPING COMPLETED.”
Emergency Descent
If an aircraft makes or is observed making an emergency descent, issue instructions:
* To enable all concerned aircraft to vacate the involved airspace at or above the minimum IFR altitude
* To minimize conflict with other aircraft
As soon as possible after emergency action has been initiated, instruct all aircraft concerned as to additional procedures to follow during and after the emergency descent.
Aircraft in Distress or Emergency
Consider that an aircraft is in distress or experiencing an emergency when you observe any of the following:
* A PPS and associated data tag displaying a special condition for code 7500[1], 7600[2], or 7700[3]
* The following ADS-B emergency or urgency modes:
◦ EMR (emergency)
◦ RDO (radio failure)[4]
◦ HIJ (unlawful interference)[5]
◦ GAS (critical fuel shortage)
◦ MED (medical emergency) - not to be confused with Medevac
* A digitized voice broadcast from an EAL system
* A triangular distress pattern (Triangular Distress Pattern) (120 degree turns)
◦ NORDO - left hand pattern
◦ RONLY - right hand pattern
◦ For TAS 300 kts or less, fly 2 min legs
◦ For TAS more than 300 kts, fly 1 min legs
CARs 602.138 > Two-way Radiocommunication Failure in VFR Flight
Where there is a two-way radio communication failure between the controlling air traffic control unit and a VFR aircraft while operating in Class B, Class C or Class D airspace, the pilot-in-command shall: (a) leave the airspace
(i) where the airspace is a control zone, by landing at the aerodrome for which the control zone is established, and
(ii) in any other case, by the shortest route;
(b) where the aircraft is equipped with a transponder, set the transponder to code 7600; and
(c) inform an air traffic control unit as soon as possible of the actions taken pursuant to paragraph (a).
CARs 602.137 > Two-way Radiocommunication Failure in IFR Flight
(1) Where there is a two-way radiocommunication failure between the controlling air traffic control unit and an IFR aircraft that is in or has received a clearance to enter controlled airspace, the pilot-in-command shall
(a) maintain a listening watch on the appropriate frequency for control messages or further clearance and acknowledge receipt of any such messages, if possible, by any means available;
(b) set the transponder to code 7600; and
(c) attempt to establish communications with any air traffic services facility or other aircraft, inform the facility or aircraft of the difficulty and request it to relay the information to the last air traffic control unit with which communications had been established.
(2) Where communications cannot be established with any air traffic services facility, either directly or by relay through an intermediary, the pilot-in-command shall, except where specific instructions to cover an anticipated communications failure have been received from an air traffic control unit, comply with the procedures specified by the Minister in the Canada Air Pilot and the Canada Flight Supplement.
CFS/GPH 205 > EMERGENCY > Two-Way Communications Failure
P 20-21 Reference
TC AIM RAC 8.5 > Minimum IFR Altitudes
The minimum flight plan altitude shall be the nearest altitude or flight level consistent with the direction of flight (CAR 602.34). This altitude should be at or above the MEA. Unless the MEA is one which is consistent with the direction of flight, it is not to be used in the flight plan or flight itinerary.
As different MEAs may be established for adjoining segments of airways or air routes, aircraft are, in all cases, to cross the specified fix at which a change in the MEA takes place, at the higher MEA.
Emergencies and Urgent Operations > Communication Failure
If unable to maintain two-way radio communication with an IFR or CVFR aircraft operating within controlled airspace or about to enter it:
* Separate other aircraft from the aircraft experiencing the communication failure, unless you determine that one of the following applies:
◦ The aircraft has landed.
◦ Electronic or other aids indicate that a different action can be taken without jeopardizing safety.[1]
◦ The aircraft is not following the rules and procedures in the Canadian Aviation Regulations (CARs), Canada Flight Supplement (CFS) Canada Air Pilot (CAP), Restricted Canada Air Pilot (RCAP), or DND Flight Information Publication - GPH 200.[2]
* Make a blind transmission and include the following information:
◦ Description of the action taken by ATC
◦ Weather conditions at destination and alternate airports
* Give pertinent traffic information to other aircraft in the vicinity of the aircraft experiencing the communication failure.
* As appropriate:
◦ Provide the details of the communication failure to the alternate airport, adjacent ATS units, and all appropriate communication, VDF, and ATS surveillance-equipped stations.
◦ Request that all units and stations attempt to contact the aircraft.
◦ Request that all VDF and ATS surveillance-equipped stations attempt to locate and identify the aircraft.
* To reduce the possibility of conflict with an aircraft experiencing a communication failure, suspend or restrict, to the extent necessary, the movement of other aircraft in the vicinity of the destination aerodrome for 30 minutes after the latest of the following times:
◦ The estimated time of arrival provided by the pilot
◦ The estimated time of arrival calculated by ATC
◦ The estimated time enroute in the flight plan
◦ The expect-approach-clearance time last acknowledged by the pilot
◦ If an approach clearance has been acknowledged, the time at which the aircraft is known or estimated to have begun the approach
* If the pilot has not reported within the 30-minute period specified in the previous instruction:
◦ Forward pertinent information about the aircraft to all aircraft operators and the pilots of aircraft concerned.[3]
◦ If the aircraft operators and pilots so desire, resume normal operations.
* If communication is re-established or the aircraft lands, inform the appropriate units and stations.
You expected to conceal the identification or ownership of the unreported aircraft unless necessary.
The aircraft operators and pilots are responsible for determining whether they will resume normal operations.
ATS Surveillance-Controlled Aircraft Communication Failure > Maintaining Separation
Separate other aircraft from an ATS surveillance-controlled aircraft experiencing a communication failure based on:
* Its course of action as observed on situation display
* The assumption that the pilot will maintain altitudes in accordance with the Canadian Aviation Regulations (CARs) and the procedures described in the Canada Air Pilot (CAP) Restricted Canada Air Pilot (RCAP), DND Flight Information Publication - GPH 200 and Canada Flight Supplement (CFS).
If communication is lost with an aircraft being vectored, the pilot is expected to proceed by the most direct route possible to the NAVAID, or route specified in the last clearance.
If comm failure occurs while an aircraft is being vectored at an altitude below the published minimum IFR altitude, the pilot is expected to climb immediately to the appropriate minimum IFR altitude, unless able to continue in IMC.
Communication Failure > ATS Surveillance-Controlled Aircraft Communication Failure
If unable to maintain two-way radio communication with an ATS surveillance-controlled aircraft, transmit a request on appropriate frequencies that the pilot acknowledge transmissions by one of the following methods:
* Squawking IDENT (some a/c equipped with first generation ADS-B avionics do not have the capability to squawk IDENT while the emergency mode is selected)
* Changing SSR code (SSR codes are not recognized by ADS-B receiver antennas and therefore this method of ID is not available in an ADS-B environment)
* Squawking STANDBY for a specified period, then requesting the pilot to return the transponder to normal operation (the period specified must be sufficient to assure that the loss of target resulted from squawking stby)
* Executing a specified turn
If communication is re-established in this manner, request that the pilot acknowledge clearances or instructions or answer questions by using the transponder or executing turns.
If communication is lost while an aircraft is being vectored for an approach, allow for the possibility that the aircraft may not be able to use the approach aid specified.
If the aircraft is following a STAR and has a communication failure in IMC, the pilot is expected to squawk 7600, fly the STAR as published, including the vertical and speed requirements as depicted in the procedure, intercept the final approach, fly inbound, and land as soon as possible.
Emergencies and Urgent Operations
Follow the rules and procedures in this section for handling emergencies.
As it is impossible to detail procedures for all emergencies, use your judgement to handle a situation not specifically covered.
Emergencies and Urgent Operations > Fundamentals
During an emergency:[1]
* Unless otherwise known, determine:
◦ Aircraft identification and type
◦ Nature of the emergency
◦ Intentions of the flight crew
◦ Position and altitude of the aircraft
* Determine the most appropriate type of assistance.
* Enlist the aid of any other ATS unit or other services that may be able to assist the pilot.
* Provide the pilot with any information requested, and any additional relevant information, such as details about suitable aerodromes, minimum safe altitudes, and weather information.
* If required, determine the number of persons on board and amount of fuel remaining. (Request this info of the flight crew only if the information is not available from the operator or other sources)
* Notify appropriate authorities and ATS units.
The word MAYDAY at the start of communication identifies a distress message indicating that the aircraft is threatened by serious and/or imminent danger and requires immediate assistance.
The words PAN PAN indicate an urgency message concerning the safety of an aircraft or other vehicle, or a person on board or within sight, not requiring immediate assistance.
Unlawful Interference and Bomb Threat > Hijacking
Respond to hijack signals as detailed below.[1]
Pilot Squawks 7500 or Transmits ADS-B Mode HIJ or Transmits “… TRANSPONDER SEVEN-FIVE-ZERO-ZERO”
The aircraft is subject to unlawful interference. In response:
1. If the squawk occurs immediately after a code change is assigned, repeat the new code assignment.
The squawk may be the result of a selection error.
2. For a squawk 7500 or an ADS-B mode HIJ transmission, ask whether it was intentional.
If the pilot does not reply, presume that the squawk or ADS-B mode transmission is intentional.
3. Acknowledge the pilot action.
4. Inform concerned agencies.
After ATC Acknowledgment or After Squawking 7500 or Transmitting ADS-B Mode HIJ for Three Minutes, Pilot Squawks 7700 or Transmits ADS-B Mode EMR or Transmits “… TRANSPONDER SEVEN-SEVEN-ZERO-ZERO”
The unlawful interference situation has escalated. The aircraft is threatened by grave and imminent danger, and requires immediate assistance.
In response:
1. If the pilot is in radio contact, acknowledge the pilot action.
2. Inform concerned agencies.
1 An aircraft subjected to unlawful interference is expected to notify ATC by any of the following methods:
* Squawking code 7500
* Including the phrase TRANSPONDER SEVEN-FIVE-ZERO-ZERO in its radio transmission
* Transmitting a plain-language message advising of a hijack
* Transmitting ADS-B alert HIJ
Unlawful Interference and Bomb Threat > Hijacking > SELCAL Use
In the event of a known hijack condition, do not originate SELCAL signals unless the aircraft indicates, either directly or through ground personnel, that such signals are appropriate.
Emergencies and Urgent Operations > ELT Signal
If an ELT signal, heard or reported, does not conform to the duration and time for testing, record the information and follow the direction provided in the Aviation Occurrence Reporting Procedures manual.
When recording a pilot’s report of an ELT signal, obtain the signal strength, position, altitude, and time for when the signal was first and last received.
If the ELT source cannot be identified:
* Coordinate with adjacent ATS units.
* Request aircraft in the area to listen on the distress frequencies and to report on the signal.
* Forward all reported information as it is received.
Unit Fundamentals > Publications > Applying Procedures
Apply the rules, procedures, and separation minima contained in this manual in the control of air traffic and the provision of other air traffic services including emergency services.
Fundamentals > Providing Alerting Services
The objectives of the alerting service are:
* To notify appropriate organizations of aircraft that require any of the following:
◦ SAR services
◦ ARFF
◦ Medical attention, ambulance, or other safety assistance[1]
* To assist such organizations as required
Provide alerting service to:
* Aircraft provided with control service
* Aircraft enduring unlawful interference[2]
* Other aircraft if a flight plan or itinerary has been filed (FIC specialists have primary responsibility for alerting service to VFR aircraft)
* Any overdue aircraft known to ATC (For this purpose, “known to ATC” means information on any aircraft, irrespective of its flight plan status, for which an overdue report is received by ATC and authenticated to the extent possible. Information on an overdue aircraft may come from pilots, companies, or private individuals.)
* Marine vessels in distress
* Known IFR and CVFR aircraft operating within the ACC’s AOR and known VFR aircraft for which the ACC is responsible
Alerting service may be provided by ACC control personnel or by ATOS, as directed by the MACCO.
Per local procedures, alert ARFF, ECC, ambulance, or other emergency services if required.
1 Other safety assistance may include coordination with Emergency Coordination Centres (ECC), First Aid, or other services.
Emergencies and Urgent Operations > Communication Search
The ACC initiates a communication search and informs JRCC if any of the following occurs:[1]
* No communication has been received from a pilot within 30 minutes of the time a communication should have been received, or from the time an unsuccessful attempt to establish communication with such aircraft was first made, whichever is earlier.
* An IFR flight plan has been submitted to depart from a location with no operating control tower or FSS/MFAU, and a departure message or other communication is not received within 60 minutes of the proposed or revised departure time indicated in the flight plan.
* An IFR or CVFR aircraft enters the uncertainty phase.
At the discretion of the ACC, a preliminary search may be conducted before an overdue IFR or CVFR aircraft enters the uncertainty phase
Fundamentals > Coordinating with Others
You must forward to the ACC concerned any reports regarding aircraft overdue within another FIR. As much as possible, assist organizations providing emergency or search and rescue services. If the safety of an aircraft is in doubt, inform other aircraft in its vicinity of the nature of the emergency, provided any of the following apply to the aircraft:[1]
* It is in the uncertainty phase due to loss of communication.
* It is in the alert phase.
* It is in the distress phase.
Emergencies and Urgent Operations > Fundamentals
If you believe that an aircraft is lost, overdue, or experiencing a communication failure:
* Inform appropriate ATS surveillance-equipped units of the circumstances.
* Request that these units watch for an SSR special condition code, ADS-B emergency mode, or a triangular distress pattern.[1]
* Inform these units when this special attention is no longer required.
Emergencies and Urgent Operations > VFR Aircraft in IMC
If a pilot of a VFR aircraft reports that the aircraft has encountered or is about to encounter IMC:
* Ask whether the pilot has an instrument rating.
* Ask whether the aircraft is equipped for IFR flight.
If the pilot is IFR-qualified and the aircraft is equipped for IFR flight, request an IFR flight plan and issue an IFR clearance.
If a pilot of a VFR aircraft reports that the aircraft has encountered or is about to encounter IMC:
* Ask whether the pilot has an instrument rating.
* Ask whether the aircraft is equipped for IFR flight. If the pilot is IFR-qualified and the aircraft is equipped for IFR flight, request an IFR flight plan and issue an IFR clearance.
When assisting VFR aircraft encountering IMC:
* Issue turns while the aircraft is clear of cloud, to the extent possible, so it will be in a position to fly a straight course while descending in IMC.
* Avoid frequency changes, except if necessary to provide a clear communication channel.
* Avoid turns; if any are required, make them shallow.
* Avoid prolonged climbs or descents.
* Avoid requesting a climb or descent at the same time as a turn.
Vectoring Methods > No-Gyro Technique
If an aircraft does not have a serviceable directional gyro:
* Determine whether the aircraft’s desired rate of turn is rate one or one half.
* Instruct the pilot to make turns at the agreed rate and to start and stop turns as directed.
* Vector the aircraft by specifying the direction of turn and when to start and stop turn.
Transponders > Operating without Transponder
When an aircraft without a serviceable transponder requests to operate in transponder airspace, respond as indicated in Requests to Operate without a Transponder.
In your airspace > Written request has been filed with an ATC unit or other flight plan office > You may authorize operation or, if traffic conditions or other operational circumstances dictate, you may refuse the request or cancel a previous authorization. If possible, issue the refusal or cancellation before the aircraft is airborne.
In airspace beyond your area of responsibility > Obtain approval from the appropriate agency
If its transponder fails in flight, an aircraft may continue to operate in transponder airspace to the next point of intended landing without ATC authorization and thereafter in accordance with an ATC clearance to complete a planned flight schedule or to proceed to a repair base.
Flight Information > Information Service
Provide flight information service to all known aircraft operating within a flight information region, unless any of the following apply:
* The aircraft operator provides flight information service[1]
* An operational factor such as workload[2] or equipment limitations[3] prevents you from providing the service.
Flight information service can be provided before departure or during any phase of flight, whether aircraft are operating within or outside controlled airspace.
It is not necessary to inform a pilot of your reason for not providing or for discontinuing flight information service.
1 For example, alerting services responsibilities when an aircraft is operating on a company flight itinerary.
2 In this context, workload means traffic volume, traffic complexity, radio frequency congestion, coordination, or other control-related duties. It does not include system limitations created by on-the-job training, staffing, employee periods of relief, or other workplace constraint.
Information Service > Flight Condition Updates after Departure
Provide updates to an enroute pilot regarding any of the following information:
* Severe weather conditions[1]
* Weather conditions along the route of a VFR flight that are likely to make operation under visual flight rules unfeasible or hazardous
* A change in the serviceability of a NAVAID
* Release of radioactive materials or toxic chemicals into the atmosphere
* Pre-eruption volcanic activity, volcanic eruptions, and volcanic ash clouds[2][3]
* Any other information pertinent to flight safety, for example, lightning, bird hazards, forest fire area, fuel dumping, unoccupied free balloons, or parachute descents
Inform pilots of IFR aircraft of pertinent information, including any of the following:
* Weather conditions reported or forecast at destination or alternate airports
* Icing conditions
* The status of special-use airspace outside controlled airspace along the flight planned route
* A collision hazard if the aircraft is operating outside controlled airspace
3 Airborne ash particulate can take the form of a reddish-brown cloud and is not normally detected by airborne or ATS surveillance systems. During daylight, pilots may see the cloud; at night, however, the only indication of entry or proximity to an ash cloud may be a sulphur-like odour.
Information Service > Flight Hazards
If you observe, or if responsible agencies, individuals, or other pilots report conditions that may affect flight safety, inform pilots.
If you notice or are aware of a hazard to the safety of aviation, immediately inform your supervisor.
If you observe, or if responsible agencies, individuals, or other pilots relay to you information about aerodrome conditions that may affect flight safety, inform the aerodrome operator.
If information is available, advise pilots when their aircraft has entered, or is about to enter, active Class F airspace[1], airspace restricted by the Minister[2], an MOA, active American special-use airspace, or a TFR.
Weather Information > Significant or Severe Weather
Inform all aircraft in or about to enter areas of known or possible severe weather of:
* SIGMET[1]
* AIRMET
* Urgent PIREPs An urgent PIREP includes information on any of the following:
◦ Volcanic ash
◦ Tornadoes, funnel clouds, waterspouts
◦ Severe turbulence
◦ Severe icing
◦ Hail
◦ Low‑level wind shear
◦ Any other reported weather phenomena considered to be hazardous or potentially hazardous to flight operations
* A squall line
* Microburst activity[2]
* Moderate turbulence
* Hail
Assist pilots in areas of severe weather by:
* Relaying urgent PIREPS and significant weather information
* Informing pilots of alternate routes to avoid known areas of severe weather
* Expediting action on requests for route or altitude changes to avoid areas of severe weather
1 SIGMETs include:
* WS: regular SIGMET
* WC: tropical cyclone SIGMET
* WV: volcanic ash SIGMET
2 Opposite-direction surface winds over a short distance are a clear indication of a microburst. Accidents related to microburst activity have often been preceded by reports from other pilots experiencing severe control problems.
Flight Information > Weather Information
Obtain weather information from METARs, SPECIs, or LWIS, supplemented by PIREPs and controller’s observations. Advise pilots when the METAR or SPECI are provided by an AWOS.
Weather Information > Discrepancies in AWOS Information
In the event of a discrepancy in AWOS information, you may permit operations to continue provided that you report it either as an equipment malfunction[2] or as non-representative for reported visibility when affected by localized phenomena.[3] The report must be based on the following priority of observations:
1. RVR for the runway of intended use, if applicable
2. Accredited observations
3. Tower-observed visibility
4. The ceiling, runway visibility, or flight visibility as provided by a PIREP
Flight Information > Weather Information
Prefix weather information with the appropriate term.[1]
( unit name ) TOWER OBSERVES ( weather information as requested or available ).
PIREP ( weather information ).
( location ) ( time ) AUTOMATED ( report ).
( location ) WEATHER AT ( time, weather information ).
( unit name ) TOWER CEILING ( as determined by a LAWO site ).
( unit name ) TOWER VISIBILITY ( prevailing tower visibility ).
1 Tower ceilings and tower visibilities are observed only by air traffic control personnel working at sites providing the LAWO service. Refer to the Limited Aviation Weather Observation Service (LAWO) Refer to NC-SWOP.
